Friction-spring draft-rigging.



E. E. SLICK. FRICTION SPRING DRAFT RIGGING. APPLICATION FILED OCT. 30,1913.

l 1 7 1 -,809 Patented Feb. 15, 1916.

2 SHEETS-SHEET I.

INVENTOR E. E. SLICK.

N SPRING DRAF lafented Feb. 15, 1916.

2SHEETSS ET UNITED STATES PATENT OFFICE.

EDWIN E. SLICK, or wnsrmonr BOROUGH, rnnnsitva'm;

FRICTION-SPRING DRAFT-'RIGGING.

To all whom it may concern:

Be itknown that I, EDWIN E. SLICK, a citizen of the United States,residing in the borough of lVestmont, in the county of Cambria and Stateof Pennsylvania, have invented certain new and useful Improvements in-Friction-Spring Draft-Rigging; and I do hereby declare the following tobe a full, clear, and exact description of the invention, such as willenable others skilled in the art to which it appertains to make and usethe same.

My invention relates to draft rigging for railway cars, with specialreference to the form of friction spring draft rigging described herein.

My invention is applicable to the usualarrangements of draft sills,'coupler, and coupler yokes, but the spring portion of my rigging, whichis adapted to withstand the pulling and bufiing stresses and to cushionthe same, thus preventing shock on the car structures, is a particularpart of my invention.

The springs of my draft rigging are formed of comparatively thin platesof steel -which may be square or rectangular or of other outline, andthese plates are provided with corrugations or waves, the .aXes of whichare preferably parallel to each other, so that each corrugation acts asa spring when compressed. use a number of these corrugated springplates, the corrugations of which are disposed anguarly with respect tothe corrugations of theadjoining plates, in such a way that theprojecting portions of the contacting plates are adapted to pressagainst each other so that each plate forms an abutment against whichits adjoining plate operates. I may make my corrugated .spring platessingly, or if it is desired to have greater spring action, I may makethem laminated, that is composed of two or more corrugated plates nestedwithin each other, the corrugations of each compound plate beingsubstantially parallel. By reason of this construction, my corrugatedspring plates act in withstanding stresses, first by the elasticity andspring action of the corrugated portions, which when subjected topressure tend to flatten out or become straight, and in addition to thisthe movement of one corrugated spring on the adjoining spring isattended with a considerable amount of frictional resistance, so that mygroup of corrugated springs acts Specification of Letters Patent.

Application filed October 30, 1913. Serial No. 798,178.

both by the elasticit if th bending, and by the frictionofjthe'contactgated portion of my spring has the tendency to produce anarch action, in that a thrust ing parts of the same-wheninoving on eachother. In addition to this itshould be noted that the bendingor'flexureof .each corruor compressive force is carried through the. I

which is subject to tensile stresses." This arch action therefore tendsto lessen thetensile stresses which are due to bending and makes eachplate more serviceable and capeble of withstanding the stresses andperforming its functions as described.

I prefer to make my plates of hard or spring steel which are rolled orpressed to form, either before or after being cut to lengths, and, theseplates are preferably hardened by heating them to the proper temperaturedependent upon their composi-v tion, then quenching in oil or othercooling medium and afterward the temper is drawn to therequired degreeby heating-them to a temperature less than that before quenching. I mayalso give my' spring plates special treatment by double heating, doublequenching, and drawing the temper, which with some kinds of steel willproduce a more amorphous structure and one that is very well adapted toserve the purposes intended. I also may make the depths of thecorrugations in my spring plates such that when each plate is flattenedor nearly flattened by the pressure to which it is subjected, thestresses in the same will just about equal the proper working stress forthis class of materi-al, and this mode of construction will insure thatthe plates remain intact and capable of thebest and longest service.

Having thus given a general description of my invention, I will now, inorder to make the matter more clear, refer to the accompanying twosheets of drawings which form part of this specification-and in whichlike characters refer'to like parts 2-} Figure 1 is a-top plan View ofmy improved draft rigging and enough of the car to show the manner ofmountingi he same. Fig. 2' is a vertical longitudinal sectional,elevation taken on the line 11-11 of Fig. 1. Fig. 3 isa verticaltransverse sectional ele-.

vation taken on the line IIII'II of Fig. 1. Fig. 4 is a front elevationof one-of the check plates with the guide plate attached thereto, thedraft lugs being shown as formed integral with the cheek plate, and.enough of the draft sills are shown to illustrate the manner ofattaching the cheek plate thereto. Fig. 5 is a top plan of my corrugatedbuffer and draft springs arranged for use in one form of my apparatus.Fig. 6 is a top plan View of my corrugated buffer and draft springsassembled in a slightly different manner from that illustrated in Fig.5. Fig. 7 is a view simi':

lar to- Fig. 5 but showing the springs with fewer corrugations ofgreater radii of curvature. Fig. 8 is a top plan view of my corrugatedsprings similar to Fig. 7 but. with each spring formed two-ply orlaminated. Fig. 9 illustrates a plurality of my corrugated and laminatedsprings similar to Fig; 8 but formed three-ply. Fig. 10. is a top planview of another manner of forming and arranging ,my springs with aboutone corrugation each. Fig. 11 is a transverse section of a portion ofone of my corrugated springs showingthe manner of forming 1t offvaryingthickness, proportional to the stresses and deflections to .which itwill be subjected in use...

Referring now to the characters of ref-- erence on the drawings :Thedraft sills of a 'carare indicated as 1, the end sill of the same as2,.and the top cover, plate of the end sill 'is'indicated as 3. Thebufien block of the car isindicated as 4, the carry iron, which supportsthe coupler by the. shank thereofiis indicated as 5, the coupler head isindicatedas 6, the shank of. the coupler is indicated as 7, and theshoulders on the inner end of the, coupler shankare indicated as 8. Thecoupler yokeis indicatedas .9, the rivets connecting the. ends of saidyoke to the inner end of the coupler shank zare .indicated as 10, whilethe inwardly bent, ends 11 of the coupler yoke further aid in securingsaid yoke to the shank. The front follower block of the draft riggingis'indicated as 12, the rear fol lower block is 13. while 14: is a wearplate secured to the inner end of the yoke as shown. The corrugatedsprings which ad-. join the follower blocks. are indicated as 15, 'theadjacent ones are indicated as 16, and tho'se in the central portion ofthe group of springs are indicated as 17. I may make ,all thesesprings'of the same thickness or I may make thef end springs thethiclteshthe sprin'gs adjoining the end slightly thinner, and the.central springs still thinner, in which case the thinner springs willfirst take up he pull or push with less resistance. and as the pull orpush continues, this will then be taken up by the next set ofslightly-thicker" springs and finally the thickest will come intoaction. thus providing a cumulative effect 1,171.,soe

It will be noted that the corrugations of the springs are arrangedalternately in;dif-

. ferent directions, so that the projecting por- "tIOHS of thecorrugations where these touch each otherare adapted-to ride on eachother:

on approximately straight lines. This ar-- rangement of springs with theaxes of the corrugationsof one spring disposed in one direction and thatof the adjacent an angle to said direction is a particular and importantfeature of myinvention, as

spring at this provides a spring resistance and also.

and there is also a further in each corrugation whereby which a is shownas formed integral with the cheek plate, is 19'. These top guide plates19 serve to guide and hold the upper portions of. the springs and theiredges serve to gm. e the upper part of the yoke. It will Ebe noted that,the cheek plates have laterali guides formed integral therewith, thetoplateral guide portions being indicated as- 45. and thelower lateralguide portions be-.

ing indicated as 46. The bottom guide plates removably securedto thecheek plates and draft sills are indicated as 20. It :willthus beseenthat myspring plates are inclosed between the cheek plates by anopen box-like structure whereby all edges of the spring plates are heldin positionand the plates in propermelation with each other and theother parts of the apparatus, while at the same time. they are free tomove longitudinally of the draft rigging when they are forced togetheror expand in operation. tom guide plates can bereadily removed, so as topermit the draft. rigging to be lowered and removed, and. it canhereplaced by a reverseoperation.-

The forward draft logs or ahutments It should also be noted that the botwhich are shown asformedintegral with the cheek plates are as-Qll andthe rear draftdugs orabutments which are;simi-- larly formed integralwith thezcheek plates.

are indicated as 22. r

23 aredepressions or-recessesfo'rmed in the intermediate portion of thecheek plates for the purpose of receiving the heads of the.

rivets 24eor bolts which secure this portion to the draft sills, therivet or bolt heads,

thus being counter-sunk below the pr'inei pal inner surface of the cheekplates in such a way that they-will not touchnor interfere with themovement of the spring plates and followers. The end portions of thecheek plates are provided with similar depressedportions 25 throughwhich rivets 26 or bolts] are passed to further secure the cheek platesto the draft sills and these portions together with other parts of thecheek plates-are reinforced by the marginal flanges as clearlyshown onthe drawings. The bottom portion of the cheek plates by the bolts 27 asshown.

Referring now to Fig. 5, this shows either a side or top view of anarrangement of a set or part of a set of my corrugated spring plates.the left hand one being arrange with the axes of its corrugationshorizontal and the adjacent plate with the axes of its corrugationsvertical, and the other plates aresimilarly arranged alternatingly. In

their corrugations parallel. These plates 28 will therefore offer lessresistance to fiexure than the other ones which are alternately arrangedwith their axes at angles to each other, one reason for this being thatthe frictional resistance will be less withxthe arrangement of theplates 28 than that of the others. This. therefore gives a more yieldingmovement for the initial pressures and if further movement is needed.this will then be taken care of by the other plates 15. 16. and 17 inthe szhne group.

Referring now to Fig. 'TL'the end springs which are illustrated as 29are considerably thicker than the intermediate springs 30. which springs30 are somewhat thicker than the thinnest ones of this group indicatedas 31. By means of this arrangement, the thin springs 31' willaccommodate the first pressures, the thicker springs 30 will thenaccommodate further pressures and finally the thickest springs 29 willcome into action thereby producing a cumulative effect.

Referring now to Fig. 8 the end springs 32 are formed two ply and eachply is of greater thickness than that of the next sets of, two-plysprings 33, which latter are thicker than the'next sets of springs 34.By means of this two-ply arrangement a greater amount of deflection willbe provided for any given pressure than with the thicker springs formedof single plates. Referring now to. Fig. 9 all these springs are formedthreeply. the end springs 35 are the thickest, the

ide

plates are removably secured to the ower stresses intermediate springs36 are of slightly less thickness, while the other groups of springsindicated as 37 are thethinnest. The action of the set of springs shownin Fig. Ellis similar to that described in Fig. 8. i

As shown in Fig. 10. the springs are provided with but one fullcorrugation, .but nearthe end portions of said corrugation a portion ofanother corrugation adapted to form bearing surfaces on the adjacentspring. In this figure the springs. 38 are I indicated as of thegreatest thickness, the intermediate springs 39 are of. slightly lessthickness, while the springs 40 are the thinnest. On account of the longcurves of the springs shown in Fig. 10, these. will'with stand greaterdeflections than those of shorter corrugations.

Referring now to Fig. 11. this is the crosssection of a portion of aparticular form of" my corrugated spring indicated generally as 41, thecentral portion 44 of each corrugation being formed of comparativelythick material joined to thenext corrugation by thinner portions 43 asshown, the end portion of this spring being indicated-as 42. As thestresses in a spring of this chacter when subjected to fl'cxure aregreater at the centers or apices of the corrugations. I proyide for thisby making the material thicker at these points as shown. and as thesediminish gradually toward the points of support. I consequently diminishthe thickness of the material in these directions. As. however. thisaction is somewhat similar for each corrugation the thinnest part of myspring is not at the end contact. or hearing portions thereof. but isintermediate between the apices of the corrugations as shown. By meansof this construction. I provide a spring which is particularly welladapted to its work. is eco nomlcal of material. and adapted to producethe resultsdesired with the use of a minimum amount of material.

Although in certain cases I have shown my groups of springs in variousthicknesses as heretofore explained, I may make these all of the samethickness as shown in certain portions of the illustrations herein, andal though I have shown my corrugated springs in connection with a draftrigg1ng,-1 wish it understood that my springs are adapted to other uses,on wheeled vehicles, as' wagons,

, rucks of railway cars, automobiles, and

otherwise. i

One of the particular features of my invention resides in theconstruction and arrangement of groups of corrugated springs with theaxes of the corrugations of adjacent springs angularly'disposed, suchgroups bei-ng'preferably retained in an inclosure adapted to guide theedges of said springs an}? hold them in proper relation to each ot er.

Although I have shown and described my invention in considerable detail,I do not wish to be limited to the exact andv specific details shown anddescribed, but may use such substitutions, modifications or equivalentsthereof, as are embraced within the scope of my invention, or as pointedout in the claims.

Having thus described myim'entiom'what I claim and desire to mcure byLetters Patcut 'is:--- p 1. In a railway draft rigging, a springcomprising a group of-opposed corrugated plates,f'the direction of thecorrugations in tion of.the corrugations in adjacent plates beingangularly disposed with respect to each other, a follower plate at eachend of said group, a yoke and coupler shank surrounding said followerplates and spring plates, cheek plates provided with abutments adaptedto cooperate with Said follower plates, and also provided with guides attheir upper and lower portions, adapted to contact with the edges ofsaid corrugated spring plates and thereby maintain them in operativerelation.

3. In a railway draft rigging, a group of opposed corrugated springplates, the direetion of the corrugations in adjacent plates beingangularly disposed with respect to each other, a follower plate at eachend of said group, a yoke and coupler shank surrounding said followerplates and spring plates, a cheek plate at each side of the group ofspring plates, provideo with abutments adapted to cooperate with saidfollower plates, and also provided with top,

bottom and. side guide portions adapted to Contact with the edges of,and thereby maiin tain the spring plates and follower plates inoperative relation.

4. In a railway draft rigging. a spring comprising a group of corrugatedplates of different thicknesses, the direction of the corrugations inadjacent plates crossing each other, a follower plate at each end. of

5. In a railway draft rigging a group of opposed spring plates eachprovided with a plurality of corrugations, the direction of thecorrugations in adjacent plates being angularly disposed with respect toeach other, afollower plate at each end of said group, a yoke andcoupler shank surrounding said follower plate and spring plates in onedirection, cheek plates provided with ahutnients adapted to cooperatewith said follower plates, and also provided with side guides and topand bottom guides adapted to contact with the edges of said springplates and maintain them in operative position.

3. In a railway draft rigging, a spring comprising a group of plates,each plate belog composed of a plurality of plates .pro-

vided with a number of corrugations nested in one another, the directionof the corruga tions of said combined plate crossing the dircction ofthe corrugat1ons oi the adJacent plate, a check plate on each side ofsaidv grthlp, provided \v1th guide portions, adapt-' ed to contact withthe edges of and maintain said spring plates in operative relation.

In testimony whereof I hereto aihx my signature in the presence of twowitnesses.

EDlVIN. ll. SLICK;

Witnesses:

(ll-1o. E. T IIACKRAY, A. Dix Trrnlic.

